Railway-switch-operating mechanism.



G. B. RICHIE, T. BRYAN & G. F. GOODRIGH.

- RAILWAY SWITCH OPERATING MECHANISM.

APPLIOKTION FILED NOV. 11, 1909.

Patente d- Feb. 7, 1911,

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' 0. B. RICE, JL, T. BRYAN & c. F. (1003111011..

RAILWAY SWITGH OPERATING MECHANISM.

- APPLICATION FILED NOV, 11, 1909, 983,645. Patented Feb. 7, 1911.

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THE NORRIS PETERS mi, WASHINGTON, n. c

G.-B. RICE, JR. T. BRYAN 810. F. GOODRIGH. RAILWAY SWITCH OPERATINGMECHANISM.

APPLICATION rum) 11011.11, 1909.

983,645. Patented Feb. 7, 1911-.

e SHEETS-SHEET 3.

G.'B RICE, Jm; T. BRYAN & G. F; GOODRIGH.

RAILWAY SWITCH OPERATING MECHANISM.

APPLICATION FILED NOV.11, 1909.-

983,645. Patented Feb. 7, 1911.

6 SH EETg-SHEET 4.

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' RAILWAY SWITCH OPERATING MECHANISM.

APPLICATION FILED NOV.11,1909. 983,645. Patented Feb. 7, 1911.

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G. B. RICE, .JB1, T. BRYAN & G. F. GCUDRICH. RAILWAY SWITCH OPERATINGMECHANISM.

APPLICATION FILED 11011.11, 1909.

983,645. Patented Feb.'?, 1911.

' 6 SHEETSSHEET 6.

- WITNESSES NVE NTOR m: nunms PETERS 5a., WASH/N670 NTTE %AT% A rCHRISTOPHER B. RICE, JR., AND THOMAS BRYAN, OF PIQUA, OHIO, AND CHARLESF. GOODRICH, OF INDIANAPOLIS, INDIANA, ASSIGNORS OF TWO-FIFTHS TO SAIDRICE, .JR., ONE-FIFTH T0 SAID BRYAN, AND TWO-FIFTHS TO SAID GOODRICH.

RAILWAY-SWITCH-OPERATING MECHANISM.

Application filed November 11, 1909.

To all whom it may concern:

Be it known that we, CHRISTOPHER B. RICE, Jr, and THOMAS BRYAN, ofPiqua, in the county of Miami and State of Ohio, and CHARLES F.GOODRIOI-I, of Indianapolis, Ma rion county, Indiana, have inventedcertain new and useful Improvements in Railway- Switch-OperatingMechanism; and we do hereby declare the following to be a full, clear,and exact description of the invention, such as will enable othersskilled in the art to which it appertains to make and use the same.

This invention relates to improvements in railway switch operatingmechanism,-the object of the invention being to simplify and improvesuch mechanism so as to enable the handling of trains and cars quickly,economically and safely either from the side of the track or from amoving train or car from either and both sides of the switch on the maintrack or from a side track and thus enable the trains or cars toopen'the switch, take the siding and close the switch after them withoutstopping the train or car, and also to close any open switch from themain track on either side of the switch (should any be left open)without stopping the train or car or materially slowing down; also bymeans of a system of signals, to enable the engineer or niotorman toknow before reaching a switch whether it is open or closed and to openor close it at will, and to know positively before reaching the switchthat the same has been opened or closed as occasion may require.

\Vith this object in view the invention consists in certain novelfeatures of construction and combinations of parts as hereinafter setforth and pointed out in the claims.

In the accompanying drawings, Figure 1 is a diagrammatical viewillustrating our improvements. Fig. 2 is a sectional view on the linea?a2 of Fig. 1. Fig. 3 is a view on the line l/ Z/ of Fig. 1. Fig. 4: isa plan view showing the covering devices of the track instrument. Fig. 5is an enlarged plan view of the track instrument. Fig. 6 is an enlargedplan view showing the devices which are operated by the operation of thetrack instrument for throwing the pivoted switch rails and for operatingsignaling devices connected with said switch rails. Fig.

Specification of Letters Patent.

Patented Feb. 7, 1911.

Serial No. 527,543.

7 is a plan view showing the wheel of the switch operating devices. Fig.8 is an enlarged sectional view illustrating the switch operatingdevices. Fig. 9 is a bottom plan view of thewheel shown in Fig. 7 Fig.10 is an enlarged view showing the roller and worm of the trackinstrument. Fig. 11 is an enlarged detail view showing the worm gearingof the track instrument. Figs. 12 and 13 are face and side viewsrespectively of one of the bell-cranks by means of which motion isimparted tothe wheel shown in Fig. 7. Fig. 14 is an enlarged detail viewshowing the connection between the wheel shown in Fig. 7 and the devicesconnected with the switch rails. Figs. 15, 16, 17 18, 19 and 20 areviews illustrating details of construction. Fig. 21 illustrates amodification (with the parts disassembled) of the roller and worm of thetrack instrument, and Figs. 22 and 23 are views illustrating modifiedconstructions of bell-cranks.

1 represents the rails of the main track; 2 the rails of a siding, and 3the pivoted switch rails or points.

A longitudinally movable bar 4 is disposed transversely under the trackrails and is connected to the switch points by means of brackets or arms5,--one end of each of said arms or brackets being pivotally connectedwith the bar 4t and the other end secured to the web of the adjacentswitch point. One end of the bar 4 is provided with a lateral projection6 (Fig. 17 having an opening therein for the passage of a sleeve 7 onone end of a rod 8, the free end of the latter being threaded for thereception of nuts 910. The other end of the rod 8 is connected by meansof a turn-buckle 11 with abar 12 mounted to reciprocate in a bearing 13.The bar 12 is connected, in a manner presently explained with theoperating mechanism, and by providing the movable connection afforded bythe sleeve 7, between the bar 12 and the bar 1 the amount of throw ofthe switch points will be properly regulated and the achustment of theseconnections will be further facilitated by the turnbuckle 11.

The bearing 13 above referred to may be located upon a base plate orframe 14 and the latter also supports a vertical shaft 15 on which awheel 16 is revolubly mounted.

The wheel 16 is provided upon its top with an annular series of fingers17 which, in effect constitute a gear with which a series of bell-cranklevers cooperate as presently explained. The upper face of the wheel 16is made with a series of V-shaped grooves 18, the walls of each of whichare preferably somewhat curved, and said grooves are so disposed thatthey will alternate with the fingers 17 but will be in a plane below thelatter. The wheel 16 is made with an internally toothed gear 19 whichdepends from its peripheral portion and sagging of the wheel 16 andconsequent strain on the shaft 15 may be avoided by providing the baseframe 14 with one or more projections 20 disposed under the internallytoothed gear 19 as shown in Fig. 8.

At one side of the vertical shaft 15, a smaller vertical shaft 21 issecured to and rises from the base frame 14 and the upper end of thisshaft is loosely disposed in a circular groove 22 in the under face ofthe wheel 16. The shaft 21 has mounted thereon, a pinion 23 which mesheswith the gear 19 of wheel 16. A. cam 24 is also mounted on the shaft 21and is rotatable with the pinion 23. A. strap 25 embraces the cam oreccentric 24 and the shank 26 of this strap is connected by means of ashort rod 27 with the bar 12,one end of the rod 27 being threaded toenter the threaded shank 26 of the eccentric strap and the other end ofsaid short rod being pivotally attached to the bar 12. From thisconstruction it will be seen that when the wheel 16 is turned, motionwill be imparted by the gear 19 to the pinion 23 and the cam oreccentric 24 and from the latter through the bar 12 and its connectionswith the pivoted switch rails, motion will be imparted to the latter formoving them to open or to close the switch.

A series of bell-crank levers 28, 29, 30 and 31 are mounted on suitablepivot pins 32 rising from the base frame 14 and disposed around and inproximity to the wheel 16. These bell-cranks are the same inconstruction and a detailed description of one will suffice for all. Thelong arm of each of said bell-cranks is made to form a finger 32 asclearly shown in Fig. 12 and from this finger, near its free end, a pin33 depends as best shown in Fig. 13. With the short arm of each of saidbell-cranks a rod is connected and these rods will be operated by thetrack instrument as hereinafter explained. hen one of the bell-cranks ismoved on its pivotal support, the pin 33 will enter and move through aportion of one of the V- shaped grooves 18 in the upper face of thewheel 16 and at the same time the finger 32 of said bell-crank will. byengagement with one of the fingers 17 upon the wheel 16, cause saidwheel to be turned for transmitting motion in the manner above explainedto the pivoted switch rails. When the bellcrank shall have been moved asufficient distance to cause the pin 33 to have moved to the end of onemember of the V-shaped groove, said pin will engage the wall of theother member of said groove and thus stop the movement of the wheel16,at which time the finger 32 of the bell-crank will have movedthewheel 16 a suflicient distance to have caused the proper throwing of theswitch rails.

The bell-crank 28 is connected by means of a rod 34 with the arm 35 of amanually operated switch stand 36, as shown in Fig. 1, so that thetrainman can, by operating said switch stand transmit motion through thebell-crank 28 and its cooperation with the wheel 16 to the switch railsfor throwing the same.

In Fig. 1 of the drawing we have shown four track instruments two ofwhich are spaced apart in advance of the switch; one in the main trackbehind the switch and one in the siding behind the switch. These trackinstruments are all of the same construction and hence a specificdescription of one will suffice for the others. At the place where it isdesired to locate a track instrument, a suitable bed plate 37 is locatedbelow the plane of the rails and on this bed plate, bearings 38-38 and39 are secured for the accommodation respectively of journals 40 and theintermediate portion of a roller 41. The bearings above referred to willbe provided with suitable means to facilitate lubricating the same. Theroller 41 is provided with a groove which, throughout the major portionof its length, is made spiral as at 42,the end portions of the groovebeing made straight, as at 42 and these straight portions are made withflaring mouth-portions 43, both of which are normally located on the topside of the roller. The roller 41 may be b'aced or stiffened at its endsby means of collars 44 in which the flaring mouth-portions 43 of thegroove are made. The roller 41 is provided intermediate of its ends witha worm 45 through which the spiral groove 42 extends as clearly shown inFig. 10. This worm meshes with a worm wheel 46 mounted on a shaft 47which rises from the base frame 37. A cam or eccentric 48 is rotatablewith the worm wheel 46 and receives a strap 49 connected by means of arod 50 with one end of a longitudinally movable bar 51, the latter beingmounted in a suitable bearing 52 on the base frame 37. The other end ofthe bar 51 is connected, through the medium of a turnbuckle 53, with abell-crank-lever 54 pivotally supported by the base frame. The other armof the bell crank 54 has connected thereto one end of a rod 55, theother end of said rod being pivotally attached to the short arm of oneof the bell-cranks adjacent to the wheel 16. Assuming that the trackinstrument is the one located nearest the entrance of the switch, therod 55 will be connected with the bell-crank 29. It is apparent thatwhen the roller 41 is turned, motion will be imparted through the wormgearing 4546 and the cam or eccentric 48 to the longitudinally movablebar 51 and from the latter through the turnbuckle 53 and the bell-crank54 to the rod 55 and thence to the bell-crank 29,by means of whichlatter the wheel 16 will be operated to supply motion for throwing theswitch as before explained.

The track instrument above described will be located beneath plates 56disposed between track rails and secured in place by means of suitablefastening devices which may enter the bearings 38 or other projectionson the bed frame or plate 37. The plates 56 will be so disposed as toform an elongated slot 57 directly over the roller 41 and having itsrespective ends enlarged as shown at 58,said enlarged portions of theslot 57 being disposed immediately in ad vance of the flaring endportions 43 of the groove 42 in roller 41. The slot '57 formed by theplates 56 is normally covered to protect the underlying track instrumentfrom dirt, etc., by means of an apron 59 hinged at one edge to one ofthe plates 56. The roller 41 is operable by means of a device carried bythe car or locomotive and adapted to pass through the groove 42 forrotating said roller. The ends of this groove are made flaring as beforestated, to facilitate the entrance of said device, and in order that theapron 59 (which may consist of a steel plate) shall be automaticallyraised to permit the device on the car to-enter the groove of the roller41, the ends of said apron are bent or curled upwardly so as to formbeveled flanges '60 to be engaged by the device on the car.

The operating device above referred to and carried by the car, mayconsist of a vertically movable bar 61 having its upper portion madeangular, round or elliptical in cross-section and movable throughsuitable guide-bars 62 secured to the truck or other portion of the carstructure. The lower portion of this bar is made cylindrical in form andpreferably of two diiferent diameters. Upon the larger portion of thecylindrical end of the bar 61, a sleeve 63 is revolubly mounted tofacilitate the proper operation of the apron 59 and on the smaller endof the bar 61, a sleeve or roller 64 is revolubly mounted. This sleeveor roller may be held in place by means of a plate 65 secured to thelower extremity of the bar and the sleeve or roller 64 may serve toprevent longitudinal displacement of the larger sleeve 63.

In order that the trainman may control the operation of the switchmechanism, it is necessary that provision shall be made to raise andlower the bar 61 to cause it to operate the track instrument or not asthe case may require. For this purpose a hand lever 66 is mounted at asuitable place on the car and its short arm is connected through themedium of a rod 67, bell-crank 68 and a rod 69 to a bell-crank 70, onearm of which latter is connected with said bar 61. In order that the bar61 shall be retained in the position to which it may be moved by theoperator, a segment 71 may be provided to be engaged by a suitable dogcarried by the operating lever 66.

We have hereinbefore described the manner in which the track instrumentlocated nearest the entrance end of the switch is connected with thebell-crank 29 to operate the wheel 16. The track instrument locatedfarthest from the entrance end of the switch is connected by means of arod 72 with a bell-crank 7 3 and the latter is connected by means of arod 74 with another bell-crank 75. The bell-crank 75 is connected bymeans of a rod 76 to one arm of a bell-crank 77, the other arm of saidbell-crank 77 being connected with the rod 84 which operates thebell-crank 28 to move the wheel 16.

The track instrument between the main rails and behind the switch isconnected by means of a rod 78 with one arm of a bellcrank 79 and theother arm of this bellcrank is connected by a rod 80 with the bellcrank31 which operates the wheel 16. The track instrument located in thesiding is connected by a rod 81 with one arm of a bell-crank S2 and theother arm of this bell crank is connected by means of a rod with thebell-crank 30 which operates the wheel 16.

lVith the construction and arrangement of devices shown and describedthe engineer or motorman can cause the switch to be opened or closed infront of his train or car as occasion may require and he can also causethe switch behind him to be thrown after he has passed the switch eitheron the main track or on the siding,or the switch can be thrown manuallyfrom the switch stand as previously explained.

Instead of constructing the roller 41 of the track instrument from asolid grooved shaft,thc said roller may be made tubular and sectional asshown in Fig. 21 and the respectie sections provided with slots whichaline with a groove in the intermediate worm. In the construction shownin Fig. 21 the roller comprises two tubular members 84 having straightand spiral slots 85 and between these tubular members a worm 86 isdisposed and provided with lugs 87 which enter the respective tubularmembers and are secured thereto. The worm 86, is, as above statedprovided with a groove and this groove alines with the slots in therespective roller members and thus a straight and spiral way is formedfrom one end to the other of the roller for the reception of the bar orshoe 61 carried by the car. The outer ends of the respective rollersections 84: have secured thereto by means of lugs 88, ournals 89mounted in suitable bearings 90.

It may in some instances be desired to connect one of the rods betweenthe track devices and the switch throwing devices, more directly withthe cam or eccentric 46 of the track instrument than is shown in Fig. 5of the drawing. For this purpose we may employ a bell-crank 91 pivotallysupported upon the base frame 37 in proximity to the roller 11 andhaving one of its arms connected directly to one of the rods (as 55)leading to the switch throwing mechanism. The other arm of thebell-crank 91 is provided with two members 92 carrying rollers 93 whichare disposed diametricallyopposite each other and engage the cam oreccentric at so that when the latter is rotated, said bell-crank will bemoved on its pivotal support and thus motion will be transmitted to theswitch throwing mechanism. Instead of constructing the bell-crank 91 asshown in Fig. 22, we may employ a bell-crank 94, Fig. 23,one arm of thisbell-cranlt being provided with an opening 95 to receive the cam oreccentric 46.

In order that the engineer or motorman may be advised of the conditionof the switch, we employ a series of signals as will now be explained:These signals may be of any preferred construction, having signal bladesand also signal lights and as their specific construction is not vitalto the accomplishment of the purposes of our invention, we have shownthem only diagrammatically in Fig. 1. A signal 96 having two blades islocated between the main tracks and the siding behind the switch. Thissignal is connected through the medium of a series of rods 97 andinterposed bell-cranks 98 with a bell-crank 99, which latter isconnected by means of a rod 100 with a bell crank 101. The rod 100 alsoconnects the bell-crank 101 with a signal 102 located in advance of theswitch and the signal 102 is connected by a rod 103 with a signal 104;located between the two track instruments in advance of the switch. Theswitch points are connected by means of a bar 105 and this bar isconnected by means of a rod 106 with the short arm of the bell-crank101. In order that the distance between the switch points and the stockrails shall be properly regulated the bar 105 is made in two parts orsections as shown at 1.07, Fig. 16 so that they can have a movement withrelation to each other. Each member 107 of the bar 105 is provided witha lug 108. The lugs of the respective bar sections are made withopenings for the free passage of a sleeve 109 on a screw 110, said screwbeing provided at the ends of the sleeve 109 with nuts 111.112 whichserve to hold the sleeve in place and limit the movements of the barsections with relation to each other.

With the construction and arrangement of signals above described, itwill be seen that when the switch points are thrown from one position tothe other, all of the signals will be shifted and will indicate to theengineer or motorinan on a car moving in either direction on the maintrack or on the siding, the exact condition of the switch so that if thelatter is not properly thrown for his car or train, he can effect theproper shifting of the switch before reaching the same.

The switch rail operating mechanism will preferably be inclosed within aboX provided with a suitable movable cover.

Having fully described our invention what we claim as new and desire tosecure by Letters-Patent, is

1. In railway switch mechanism, the combination with a switch rail andoperating mechanism therefor, of a roller having a spiral way, a deviceto be carried by a car to move through said spiral way and turn theroller, a worm carried by said roller, a worm wheel meshing with saidworm, a cam or eccentric rotatable with said worm wheel, connectionsbetween said cam or eccentric and the switch operating mechanism, and ahinged apron normally disposed over said roller and having flanged endsto be engaged by the device carried by the car for raising said apron.

2. In railway switch mechanism, the combination with a switch rail andoperating mechanism therefor, of a roller having aspiral way, a deviceto be carried by a car and moved through said spiral way for rotatingthe roller, a worm carried by the roller, a worm wheel meshing with saidworm, a cam or eccentric rotatable with the worm wheel, a strapembracing said cam or eccentric, a bell-crank, connections between saidstrap and bell-crank, and connections between the bell-crank and theswitch operating mechanism.

3. In railway switch mechanism, the combination with the track rails andswitch rails, of switch operating mechanism connected with the switchrails, a roller disposed between and parallel with the track rails, saidroller having a spiral way, a device to be carried by a car and movablethrough said way for rotating the roller, plates secured over the rollerand spaced apart to form a slot for the device on the car, a hingedapron normally covering said slot and constructed at its ends to beengaged by the device on the car for raising said apron and permittingsaid device to pass through the way in the roller, and connectionsbetween said roller and the switch operating mechanism.

4. In railway switch mechanism, the combination with track-rails,pivoted switch rails and operating mechanism for the switch rails, of abase plate disposed under the track-rails at a distance from the switchrails, bearings on said base plate, a roller having a spiral way andprovided at its ends with journals mounted in said bearings, a wormbetween the ends of said roller, a worm wheel mounted adjacent to saidworm and meshing therewith, a cam or eccentric rotatable with said wormwheel, connections between said cam or eccentric and the switchoperating mechanism, plates above the roller and secured to the bearingson the base plate, said plates above the roller being spaced apart toform a slot immediately over the roller, a hinged apron normallycovering said slot and provided at its ends with beveled flanges and adevice to be carried by a car to engage the beveled flanges on the apronfor raising the latter and adapted to pass through the spiral way in theroller for rotating the latter.

5. In railway switch mechanism, the combination with track rails, switchrails and operating mechanism for the switch rails, of a roller mountedin advance of the switch rails and between the track rails and providedwith a spiral way, a worm between the ends of said roller, a worm wheelmeshing with said worm, a cam or eccentric rotatable with said wormwheel, a strap embracing said cam or eccentric, a longitudinally movablebar connected with said strap, a bellcrank, an adjustable connectionbetween one arm of said bell-crank and said longitudinally movable bar,and connections between said bell-crank and the switch operatingmechanism.

6. In switch operating mechanism, the combination with track rails,switch rails and operating mechanism for the switch rails, of a rollerhaving a straight and spiral way and mounted between the track rails ata distance from the switch rails, plates forming a slot over saidroller, an apron normally closing said slot and hinged at one sidethereof, said-apron provided at its ends with beveled flanges,connections be tween said roller and the switch operating mechanism, anda vertically movable bar to be carried by a car and provided at itslower portion with superposed sleeves or rollers to operate said apronand roller respectively.

7. In railway switch mechanism, the combination with pivoted switchrails, of a wheel mounted adjacent to said rails and provided on oneface with an annular series of fingers, connections between said wheeland the switch rails, a series of bell-cranks adjacent to said wheel andeach terminating at one end in a finger toengage the fingers of thewheel for moving the latter to throw the switch, and means for operatingsaid bell crank.

8. In railway switch mechanism, the combination with pivoted switchrails, of a wheel in proximity thereto, connections between said wheeland the switch rails, a series of bell-cranks in proximity to said wheeland each terminating at one end in a finger, an annular series offingers on oneface of said wheel to be engaged by the fingers of saidbell-cranks for moving said wheel, means for stopping the movement ofsaid wheel, and means for operating said bellcranks.

9. In railway switch mechanism, the combination with pivoted switchrails, of a wheel adjacent thereto and provided with an annular seriesof V-shaped grooves, an annular series of fingers on said wheelalternating with and in a plane above said V- shaped grooves,connections between said wheel and the switch rails, a series ofbellcranks, each having a finger to cooperate with the fingers on thewheel for turning the latter, a pin on each bell-crank to enter one ofthe V-shape grooves in the wheel and control the limit of the rotationof the latter, and means for operating said bell-crank.

10. In railway switch mechanism, the combination with switch rails, of awheel in proximity thereto, a gear carried by said wheel, a pinionmeshing with said gear, a cam or eccentric rotatable with the pinion,connections between said cam or eccentric and the switch rails, trackinstruments, operating devices for said wheel, and means connecting thetrack instruments with said operating devices to actuate said wheel tothrow the switch rails.

11. In railway switch mechanism, the combination with switch rails, of awheel in proximity thereto and provided with an internally toothed gearand with an annular groove in its under face, a vertical shaft havingits upper end loosely disposed in said annular groove, a pinion on saidshaft and meshing with the internally toothed gear on the wheel, a camor eccentric rotatable with said pinion, connections between said cam oreccentric and the switch rails, and means for turning said wheel.

12. In railway switch mechanism, the combination with pivoted switchrails, of a wheel in proximity thereto, a cam or eccentric, means fortransmitting motion from said wheel to the cam or eccentric, a strap onsaid cam or eccentric, a longitudinally movable bar connected with saidstrap, an

adjustable rod attached to the other end of i said bar, a bar connectingthe switch rails, a sliding connection between said last mentioned barand the adjustable rod, and means for turning said wheel.

13. In railway switch mechanism, the

combination with track rails and switch rails, of a wheel provided withan annular series of V-shaped grooves, an annular series of fingers onsaid wheel and alternating with the V-shaped grooves, means fortransmitting motion from said wheel to the switch rails, a series ofbell-cranks mounted adjacent to said wheels and provided with fingers toengage the fingers on the wheel for turning the latter, pins on saidbellcranks to enter the V-shaped grooves and limit the rotation of thewheel, track instruments connected with said bell-cranks, a device to becarried by a car for operating said track instruments to move said wheeland throw the switch, and means for manually operating one of saidbell-cranks to throw the switch through the medium of said wheel.

14. In. railway switch mechanism, the

combination with a switch rail and operating mechanism therefor, of aroller provided with a spiral way having flaring entrance portions atthe ends of the roller, and reinforcing bands encircling the endportions of said roller, a device carried by a car to move through thespiral way in the roller and rotate the latter, and means for conveyingmotion from said roller to the switch rail operating mechanism.

In testimony whereof, we have signed this specification in the presenceof two sub scribing witnesses.

CHRISTOPHER B. RICE, JR. THOMAS BRYAN. C. F. GOODRICH.

-Witnesses F. C. Goonnion; P. J. Goonmon.

